Car body structure

ABSTRACT

A car body structure comprises a pillar panel, and a pillar garnish molding made of synthetic resin and fitted to the pillar panel on the cabin side. The pillar garnish molding has a closed section which is enclosed by a base portion facing the pillar panel, a plurality of ribs formed upright on the surface of the base portion and formed at a distance along the longitudinal direction of the pillar panel, and a cover member formed to cover the ribs. Therefore the car body structure is capable of achieving good energy absorption efficiency of head impact deceleration even if the width of the pillar panel is small.

BACKGROUND OF THE INVENTION

This application is a divisional of application Ser. No. 08/800,171,U.S. Pat. No. 5,927,786.

The present invention relates to a car body structure and, moreparticularly, structures of a pillar panel and a pillar garnish moldingfor the car.

As the car body structure, especially, the structure for pillar panelsof the car and pillar garnish moldings fitted to the pillar panels inthe related art, for example, a structure has been set forth in PatentApplication Publication (KOKAI) 7-117596.

By way of example, in the lateral sectional structure of the centerpillar of the car, peripheral portions of a center pillar outer paneland peripheral portions of a center pillar inner panel are jointedtogether such that the center pillar outer panel and the center pillarinner panel constitute a closed sectional structure. A center pillargarish molding made of synthetic resin is fitted to the center pillarinner panel, i.e., to the cabin side.

The center pillar garnish molding consists of a molding main body whichhas a substantially U-shaped sectional shape and extends along thecenter pillar, and a plurality of needle type narrow ribs which areformed on a rear surface of the molding main body, i.e., on the centerpillar inner panel side of the center pillar to have two kinds of, i.e.,high and low projection height respectively. Longitudinal side edges ofthe molding main body are fitted into lips of a joint edge weltpositioned on the center pillar side.

The narrow ribs are formed at a predetermined angle with the directionperpendicular to the surface of the molding main body so as to inclinetoward the same direction. The narrow ribs with high projection heightand the narrow ribs with low projection height are formed alternatively.

In such structure, if a pressing impact load in excess of apredetermined value is applied with some cause from the cabin side tothe molding main body of the center pillar garnish molding, then thehigh narrow ribs of the center pillar garnish molding are pushed againstthe surface of the center pillar inner panel of the center pillar. Asshown in FIG. 30, a first impact absorption pattern (a) is generated byinclined deformation (deflection) of the high narrow ribs in compliancewith supporting elasticity at a predetermined level. Subsequently, ifthe high narrow ribs are further deformed to cause deflection more thana predetermined level in the same direction, then a second impactabsorption pattern (b) is generated by deflection of the low narrow ribsin compliance with supporting elasticity at another predetermined level.In this manner, these two impact absorption patterns (a) and (b) arecontinuously generated and synergistically combined so as to absorb thepressing impact load as soon as possible.

However, in the related art, the pressing impact load which is appliedfrom the cabin side to the molding main body of the center pillargarnish molding and exceeds the predetermined value is absorbed byinclined deformation (deflection) of the narrow ribs of the centerpillar garnish molding. Therefore, if the inner surface of the moldingmain body is pushed against the surface of the center pillar inner panelof the center pillar when the narrow ribs yield to the load completely,then absorption of the pressing impact load is ceased.

In order to increase an absorption level of the pressing impact load, asufficient distance is required between the surface of the molding mainbody of the center pi garnish molding and the surface of the centerpillar inner panel of the center pillar.

In other words, since the surface of the molding main body of the centerpillar garnish molding is pushed out into the cabin rather than thesurface of the center pillar inner panel of the center pillar, thedriver or passenger in the cabin are likely to feel sense of oppression.

Further, upon getting on and off the car, the driver or passenger'sfoot, etc. may run against the surface of the molding main body of thecenter pillar garnish molding which being pushed out into the cabin.

Still further, when the driver or passenger in the cabin see the outsideof the car, field of view may be obstructed by the surface of themolding main body of the center pillar garnish molding which beingpushed out into the cabin. Therefore, improvement in such structure isexpected.

SUMMARY OF THE INVENTION

Therefore, the present invention has been made in the light of the abovecircumstances, and it is an object of the present invention to provide acar body structure capable of improving energy absorption efficiency inhead impact deceleration even if the dimension of a width of the pillarpanel is small.

In order to overcome the above problems, according to an aspect of thepresent invention, there is provided a car body structure comprising:

a pillar panel; and

a pillar garnish molding made of synthetic resin and fitted to a cabinside of said pillar panel; and

wherein said pillar garnish molding has a closed section enclosed by abase portion, a plurality of ribs, and a cover member,

said base portion is arranged in opposition to said pillar panel,

said plurality of ribs are set uprightly on a surface of said baseportion, said ribs separated by spaces in a longitudinal direction ofsaid pillar panel, and

said cover member covers said ribs.

According to the above aspect, if a pressing impact load in excess of apredetermined value is applied to the pillar garnish molding from thecabin side, an initial reaction is first generated by the ribs inresponse to the pressing impact load. Then, buckling indicated of thecover member and the ribs are then caused, so that, the initial reactionis reduced. However, reaction indicated is generated by the closedportion, subsequently, an energy absorption stroke is secured until thebase portion is shifted to collide with the pillar panel while the covermember and the ribs of the pillar garnish molding are buckled. For thisreason, energy absorption efficiency of head impact deceleration can beremarkably improved.

In addition, such a car body structure can be provided that a dimensionof width of the center pillar may be reduced since a large stroke is notrequired for impact energy absorption.

Further, a pressing impact load resistant value can be controlled as adesign value by adjusting an interval between the ribs.

In the first preferred embodiment, said base portion, said ribs, andsaid cover member are formed as one body, a thin hinge, allowing anopen-close action, is formed between respective one end portions of saidbase portion and said cover member, respective the other end portions ofsaid base portion and said cover member are fixed each other.

According to this first preferred embodiment, since the base portion,the ribs, and the cover member are formed as one body, the pillargarnish molding can become cheap in formability and a pressing impactload resistant value can be stable.

Further, the pillar garnish molding can be formed as the cover member isopened. Therefor, the pill garnish molding can become easy informability, and a die for the pillar garnish molding can became cheap.

In the second preferred embodiment, said ribs have a substantiallysemicylindrical sectional shape.

According to this second preferred embodiment, if a pressing impact loadis applied from the cabin side to the pillar garnish molding, then aninitial reaction by the ribs in response to the pressing impact load canbe increased.

According to another aspect of the present invention, there is provideda car body structure comprising:

a pillar panel consisting of outer panel and inner panel; and

a pillar garnish molding made of synthetic resin and fitted to a cabinside of said pillar panel; and

wherein said inner panel has a projection portion which may tear saidpillar garnish molding as a pressing impact load is applied to saidpillar garnish molding.

According to the above aspect, if a pressing impact load in excess of apredetermined value is applied to the pillar garnish molding from thecabin side, the pillar garnish molding is shifted by the pressing impactload to collide with the inner panel of the pillar panel. At this time,since the pillar garnish molding is torn on the projection portion ofthe inner panel, energy absorption efficiency of head impactdeceleration can be remarkably improved.

In addition, since there is no necessity of large stroke to absorbimpact energy, a car body structure can be provided in which a width ofthe pillar panel is made small.

In the third preferred embodiment, said pill garnish molding has a rib,said rib is projected from a surface of said pillar garnish moldingfaced to said inner panel and said rib has thin portion arranged inopposition to said projection portion.

According to this third preferred embodiment, if a pressing impact loadin excess of a predetermined value is applied to the pillar garnishmolding, the ribs of the pillar garnish molding collide with theprojection of the inner panel of the pillar panel. In this event, sincethe pillar garnish molding is torn by breaking out the thin portions ofthe ribs as starting points, energy absorption efficiency of head impactdeceleration can be remarkably improved.

In the fourth preferred embodiment, said projection portion is formed ata corner of said inner panel.

According to this fourth preferred embodiment, the projection portionsof the inner panel of the pillar panel can become easy in formability.

According to another aspect of the present invention, there is provideda car body structure comprising:

a pillar panel; and

a pillar garnish molding made of synthetic resin and fitted to a cabinside of said pillar panel; and

wherein said pillar garnish molding comprises a molding main body and aplurality of ribs,

said molding main body is arranged in opposition to said pillar panel,

said plurality of ribs are separated by spaces in a longitudinaldirection, said ribs set uprightly on a surface of said molding mainbody,

each of said ribs has foot portion at a free edge thereof, and

said foot portion is in contact with a surface of said pillar panel andpositioned out of an axis of said rib.

In the above another aspect, if a pressing impact load in excess of apredetermined value is applied to the pillar garnish molding from thecabin side, initial reaction is first caused by the ribs in response tothe pressing impact load, then the initial load is attenuated since theribs are bent about their feet, and then reaction is again causedbecause the molding main body collides with the pillar panel. As aresult, energy absorption efficiency of head impact deceleration can besignificantly improved.

In addition, since a large stroke is not needed to absorb impact energy,a car body structure can be provided in which a width of the pillarpanel is made small.

Furthermore, a pressing impact load resistant value can be controlled asa design value by adjusting a distance between the ribs.

In the fifth preferred embodiment, said foot portion is positioned onone side of said axis.

According to the fifth preferred embodiment, feet of the ribs slide onthe surface of the pillar panel if load is applied to the molding mainbody of the pillar garnish molding. Therefore, since the ribs can bebent to tightly contact the surface of the pillar panel a crushingstroke can be sufficiently assured.

According to still another aspect of the present invention, there isprovided a car body structure comprising:

a pillar panel having a cabin opposing surface portion and vertical sidesurface portions, said cabin opposing surface portion arranged inopposition to a cabin, said vertical side surface portions connected tosaid opposing surface portion via corner portions at a substantiallyright angle respectively; and

a pillar garnish molding made of synthetic resin and fitted to a cabinside of said pillar panel; and

wherein said pillar garnish molding comprises a molding main body and aplurality of ribs,

said molding main body is arranged in opposition to said pillar panel,

said plurality of ribs are separated by spaces in a longitudinaldirection of said molding main body, said ribs set uprightly on asurface of said molding main body, and

each of said ribs has a free edge portion, and

said free edge portion is arranged in opposition to said corner portionsso as to come in contact with said corner portion.

According to the above still another aspect, if a pressing impact loadin excess of a predetermined value is applied to the pillar garnishmolding from the cabin side, the pillar garnish molding is shifted bythe pressing impact load to collide with the pillar panel. At this time,since the free edge portion of the ribs are spread according to thecorner portion of the pillar panel and slide on the vertical sidesurface portions, energy absorption efficiency of head impactdeceleration can be remarkably improved.

In addition, since there is no necessity of large stroke to absorbimpact energy, a car body structure can be provided in which a width ofthe pillar panel is made small.

In the sixth preferred embodiment, said plurality of ribs are formed sothat a distance between said free edge portions is narrowed rather thana distance between base portions positioned on a molding main body sideof said ribs.

According to the above sixth preferred embodiment, if a pressing impactload in excess of a predetermined value is applied to the surface of thepillar garnish molding, then the ribs of the pillar garnish moldingcollides with the pillar panel. At this time, since the ribs of thepillar panel receive load, initial load may be increased quickly.

In the seventh preferred embodiment, said plurality of ribs are formedbetween said corner portions connecting said cabin opposing surfaceportion and said vertical side surface portions.

According to the above seventh preferred embodiment, if the pillargarnish molding is hit from either side, the pressing impact load can beabsorbed.

Other and further objects and features of the present invention willbecome obvious upon an understanding of the illustrative embodimentsabout to be described in connection with the accompanying drawings orwill be indicated in the appended claims, and various advantages notreferred to herein occur to one skilled in the art upon employing of theinvention in practice.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic side view showing a car body structure accordingto the present invention;

FIG. 2 is a sectional view showing a car body structure according to afirst embodiment of the present invention;

FIG. 3 is a perspective view, taken along a line II--II, showing astructure of a pillar garnish molding in FIG. 2 a cover portion of whichbeing opened;

FIG. 4 is a sectional view showing a state wherein a pressing impactload is applied to the pillar garnish molding in FIG. 2;

FIG. 5 is a characteristic view showing a correlation between a lapsetime after impact has been made on the pillar garnish molding and headimpact deceleration in FIG. 4 according to the first embodiment of thepresent invention;

FIG. 6 is a sectional view showing another state wherein the pressingimpact load is further applied to the pillar garnish molding from FIG.4;

FIG. 7 is a characteristic view showing another correlation between thelapse time after impact has been made on the pillar garnish molding andhead impact deceleration in FIG. 6 according to the first embodiment ofthe present invention;

FIG. 8 is a sectional view showing still another state wherein thepressing impact load is further applied to the pillar garnish moldingfrom FIG. 6;

FIG. 9 is a characteristic view showing still another correlationbetween the lapse time after impact has made on the pillar garnishmolding and head impact deceleration in FIG. 8 according to the fistembodiment of the present invention;

FIG. 10 is a sectional view showing a car body structure according to asecond embodiment of the present invention;

FIG. 11 is a perspective view showing a structure of a center pillargarnish molding in FIG. 10 if viewed from the direction indicated by anarrow XI;

FIG. 12 is a characteristic view showing a correlation between a lapsetime after impact has been made on the pillar garnish molding and headimpact deceleration according to the second embodiment of the presentinvention;

FIG. 13 is a sectional view showing a car body structure according to athird embodiment of the present invention;

FIG. 14 is a perspective view showing a structure of a center pillargarnish molding in FIG. 13 if viewed from the direction indicated by anarrow XIV;

FIG. 15 is a schematic fragmental view showing an upper structure of acar body according to a fourth embodiment of the present invention;

FIG. 16 is a sectional view, taken along a line XVI--XVI in FIG. 15,showing a center pillar and a center pillar garnish molding;

FIG. 17 is a fragmentally enlarged sectional view, taken along a lineXVII--XVII in FIG. 15, showing the center pillar garnish molding;

FIG. 18A is a characteristic view showing a correlation between a lapsetime after impact has been made on the center pillar garnish molding andhead impact deceleration in FIG. 17 according to the fourth embodimentof the present invention;

FIG. 18B is a characteristic view showing the correlation between thelapse time after impact has been made further on the center pillargarnish molding from the state in FIG. 18A and head impact decelerationaccording to the fourth embodiment of the present invention;

FIG. 19 is a fragmentally enlarged sectional view showing a statewherein ribs of the center pillar garnish molding in FIG. 16 are causedto start buckling from the state shown in FIG. 17 according to thefourth embodiment of the present invention;

FIG. 20 is a characteristic view showing the correlation between thelapse time after impact has been made further on the center pillargarnish molding from the state in FIG. 19 and head impact decelerationaccording to the fourth embodiment of the present invention;

FIG. 21 is a fragmentally enlarged sectional view showing a statewherein ribs of the center pillar garnish molding in FIG. 16 are causedto continue buckling from the state shown in FIG. 19 according to thefourth embodiment of the present invention;

FIG. 22 is a characteristic view showing the correlation between thelapse time after impact has been made still further on the center pillargarnish molding from the state in FIG. 21 and head impact decelerationaccording to the fourth embodiment of the present invention;

FIG. 23 is a schematic fragmental view showing an upper structure of acar body according to a fifth embodiment of the present invention;

FIG. 24 is a sectional view, taken along a line XXIV--XXIV in FIG. 23,showing a front pillar and a front pillar garnish molding;

FIG. 25A is a characteristic view showing a correlation between a lapsetime after impact has been made on the front pillar garnish molding andhead impact deceleration in FIG. 24 according to the fifth embodiment ofthe present invention;

FIG. 25B is a characteristic view showing the correlation between thelapse time after impact has been made further on the front pillargarnish molding from the state in FIG. 25A and head impact decelerationaccording to the fifth embodiment of the present invention;

FIG. 26 is a sectional view showing a state wherein ribs of the frontpillar garnish molding in FIG. 24 are caused to start bucking from thestate shown in FIG. 24 according to the fifth embodiment of the presentinvention;

FIG. 27 is a characteristic view showing the correlation between thelapse time after impact has been made further on the front pillargarnish molding from the state in FIG. 26 and head impact decelerationaccording to the fifth embodiment of the present invention;

FIG. 28 is a sectional view showing a state wherein ribs of the frontpillar garnish molding in FIG. 24 are caused to continue buckling fromthe state shown in FIG. 26 according to the fifth embodiment of thepresent invention; and

FIG. 29 is a characteristic view showing the correlation between thelapse time after impact has been made still further on the front pillargarnish molding from the state in FIG. 28 and head impact decelerationaccording to the fifth embodiment of the present invention;

FIG. 30 is a characteristic view showing a correlation between a lapsetime after impact has been made on the pillar garnish molding and headimpact deceleration in the related art.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Various embodiments of the present invention will be described withreference to the accompanying drawings hereinbelow. It should be notedthat the same or similar reference numerals are applied to the same orsimilar parts and elements throughout the drawings, and the descriptionof the same or similar parts and elements will be omitted or simplified.

First Embodiment

FIGS. 1 to 3 show a car body structure according to a first embodimentof the present invention.

As shown in FIG. 1, a car body structure, in particular, an upper carbody structure of the car includes a front pillar 3, a center pillar 5,a rear pillar 7, a front roof rail 9, roof side rails 11, and a rearroof rail 13, all being formed as "pillar panel", and further includes afront window panel 15, a rear window panel 17, and a roof panel 19.

It should be noted that second to fifth embodiments described later willalso be applied to the same car body structure as described above.

As with the front pillar 3, the center pillar 5, the rear pillar 7, thefront roof rail 9, the roof side rails 11, and the rear roof rail 13,all serving as the "pillar panel", for example, peripheral portions 21a,21b of a center pillar outer panel 21 and peripheral portions 23a, 23bof a center pillar inner panel 23 are jointed together in the lateralsectional structure of the center pillar 5 of the car such that thecenter pillar outer panel 21 and the center pillar inner panel 23constitute a closed sectional structure.

As shown in FIG. 2, a center pillar garnish molding 41 made of syntheticresin, for example, and serving as a "pillar garnish molding" is fittedto the center pillar inner panel 23, i.e., to the cabin 25 side.

In the center pillar garnish molding 41, as shown in FIGS. 2 and 3, aclosed section 49 comprises a base portion 43 which has a flat platesectional shape and extends along the center pillar 5, a plurality ofribs 45, 45, . . . which are formed upright in the surface 43a of thebase 43 on the cabin 25 side and formed at a distance along thelongitudinal direction of the center pillar 5, and a cover member 47which covers all the ribs 45. Longitudinal side edge portions 47a of thecover member 47 are fitted into lips 33a of a welt 33 which is engagedand supported by jointed edge portions 21a, 21b, 23a, 23b on the centerpillar 5 side.

The base portion 43, the ribs 45, and the cover member 47 of the pillargarnish molding 41 are formed as one body. A thin hinge 51 is formedbetween respective one end portions of the base portion 43 and the covermember 47. The thin hinge 51 allows open-close action of the covermember 47 as desired. Respective other ends 53, 55 of the base portion43 and the cover member 47 are fixed by thermal deposition.

The ribs 45 of the pillar garnish molding 41 are formed to have asubstantially semicylindrical sectional shape.

With the above structure of the first embodiment, as shown in FIG. 4, inthe event that the pressing impact load F1 in excess of a predeterminedvalue (e.g., 900 kg if a head weight of the passenger is 4.5 kg and acollision speed is 200 G) is applied to the pill garnish molding 41 fromthe cabin 25 side due to secondary collision of the passenger or thelike, initial reaction indicated by 57 in FIG. 5 is first generated bythe ribs 45 in response to the pressing impact load F1.

As shown in FIG. 6, buckling indicated by 59 of the cover member 47 andthe ribs 45 of the pillar garnish molding 41 are then caused, so that,as shown in FIG. 7, the initial reaction 57 is reduced.

However, as shown in FIG. 9, reaction indicated by 61 is generated bythe closed portion. Subsequently, an energy absorption stroke is secureduntil the base portion 43 is shifted to collide with the center pillarinner panel 23 of the center pillar 5 while the cover member 47 and theribs 45 of the pillar garnish molding 41 are buckled. For this reason,energy absorption efficiency of head impact deceleration can beremarkably improved.

In addition, such a car body structure can be provided that a dimensionof width of the center pillar 5 may be reduced since a large stroke isnot required for impact energy absorption.

Further, a pressing impact load resistant value can be controlled as adesign value by adjusting an interval between the ribs 45, 45.

Since the base portion 43, the ribs 45, and the cover member 47 areformed as one body, the pillar garnish molding 41 can become cheap informability and the pressing impact load resistant value can be stable.

Since the thin hinge 51 allowing an open-close action of the covermember 47 is provided, the pillar garnish molding 41 can be formed asthe cover member 47 is opened. Therefor, the pillar garnish molding 41can become easy in formability, and a die for the pillar garnish molding41 can became cheap.

Since the ribs 45 have the substantially semicylindrical sectionalshape, if a pressing impact load F1 is applied from the cabin 25 side tothe pillar garnish molding 41, then the initial reaction by the ribs 45in response to the pressing impact load F1 can be increased.

As described above, the first embodiment of the present invention canachieve a practical advantage such that the car body structure can beprovided which has improved energy absorption efficiency of head impactdeceleration and is excellent in formability even if the width of thepillar panel is made small.

The above discussions have been made taking the center pillar as anexample, but the "pillar panel" means not only the center pillar panelbut also front pillar panel rear pillar panel front roof rail, side roofrail and rear roof rail in this embodiment of the present invention.This is true of embodiments described in the following.

Second Embodiment

FIGS. 10 and 11 show a car body structure according to a secondembodiment of the present invention.

As shown in FIG. 10, for example, peripheral portions 21a, 21b of acenter pillar outer panel 21 and peripheral portions 141a, 141b of acenter pillar inner panel 141 are jointed together in the lateralsectional structure of the center pillar 5 of the car such that thecenter pillar outer panel 21 and the center pillar inner panel 141constitute a closed sectional structure. A center pillar garnish molding143 made of synthetic resin for example, and serving as a "pillargarnish molding" is fitted to the center pillar inner panel 141, i.e.,to the cabin 25 side.

As shown in FIGS. 10 and 11, the center pillar garnish molding 143comprises a molding main body 145 which has a substantially U-shapedsectional shape and extends along the center pillar 5, and a pluralityof ribs 147, 147, . . . which are formed upright in the back surface ofthe molding main body 145 toward the center pillar 5, i.e., the centerpillar inner panel 141. Longitudinal side edge portions 145a(longitudinal direction of the center pillar garnish molding 143) of themolding main body 145 are fitted into lips 33a of a jointed edge welt 33on the center pillar 5 side.

A projection portions 149 is formed on a central portion of the centerpillar inner panel 141 along the longitudinal direction thereof suchthat the ribs 147 of the pillar garnish molding 143 may be torn on theprojection portion 149 when the pressing impact load F1 is applied tothe pillar garnish molding 143 from the cabin 25 side.

A portion of the rib 147 opposing to the projection portion 149 of thecenter pillar inner panel 141 of the center pillar 5 is formed as a thinportion 151.

With the above structure of the second embodiment, in the event that thepressing impact load F1 in excess of a predetermined value (e.g., 900 kgif a head weight of the passenger is 4.5 kg and a collision speed is 200G) is applied to the pillar garnish molding 143 from the cabin 25 sidebecause of secondary collision of the passenger and so on, the moldingmain body 145 of the pillar garnish molding 143 is moved to thus makethe plurality of ribs 147, which are formed to project from the backsurface of the molding main body 145, i.e., formed vertically on thecenter pillar 5, collide with the center pillar inner panel 141 of thecenter pillar 5. At this time, since the ribs 147 of the pillar garnishmolding 143 are torn on the projection portion 149 of the center pillarinner panel 141 from the thin potions 151 as a starting point in thelateral direction in FIG. 10 (longitudinal direction of the centerpillar 5 of the car), energy absorption efficiency of head impactdeceleration G can be significantly improved.

Further, in FIG. 10, a vertical dimension (dimension of a width of thecenter pillar 5) may be reduced since a large stroke is not needed toabsorb impact energy.

Since the projection portion 149 of the center pillar inner panel 141 isformed to have an obtuse angle with the surface of the center pillarinner panel 141, the center pillar inner panel 141 becomes good informability.

Furthermore, the above description will be repeated with reference toFIG. 12 which shows correlation of head impact deceleration G withimpact time T. If the pillar garnish molding 143 is moved toward thecenter pillar inner panel 141 side by the pressing impact load F1 inexcess of a predetermined value (e.g., 900 kg if a head weight of thepassenger is 4.5 kg and a collision speed is 200 G) to thus collide withthe panel 141, then initial load indicated by 153 in FIG. 12 isincreased. Subsequently, if the thin portions 151 of the ribs 143 of thepillar garnish molding 43 are torn on the projection portions 149 of thecenter pillar inner panel 141, then the pressing impact load F1 isunloaded as shown by 155 in FIG. 12 to thus reduce head impactdeceleration G.

Third Embodiment

FIGS. 13 and 14 show a car body structure according to a thirdembodiment of the present invention. The third embodiment of the presentinvention is different from the second embodiment of the presentinvention in that projection portions are formed at locations to improveformability rather than the second embodiment.

As shown in FIG. 13, for example, peripheral portions 21a, 21b of acenter pillar outer panel 21 and peripheral portions 161a, 161b of acenter pillar inner panel 161 are jointed together in the lateralsectional structure of the center pillar 5 of the car such that thecenter pillar outer panel 21 and the center pillar inner panel 161constitute a closed sectional structure. A center pillar garnish molding163 made of synthetic resin, for instance, and serving as a "pillargarnish molding" is fitted to the center pillar inner panel 161, i.e.,to the cabin 25 side.

As shown in FIGS. 13, the center pillar garnish molding 163 is made upof a molding main body 145 which has a substantially U-shaped sectionalshape and extends along the center pillar 5, and a plurality of ribs165, 165, . . . which are formed upright in the back surface of themolding main body 145, i.e., formed on the center pillar inner panel 161side of the center pillar 5 vertically. Longitudinal side edge portions145a of the molding main body 145 are fitted into lips 33a of a jointededge welt 33 on the center pillar 5 side.

A projection portion 169 is formed on a corner portion 67 of the centerpillar inner panel 161 along the longitudinal direction thereof suchthat the ribs 165 of the pillar garnish molding 163 may be torn on theprojection portion 169 when the pressing impact load F1 is applied tothe pillar garnish molding 163 from the cabin 25 side.

A portion of the rib 165 opposing to the projection portion 169 of thecenter pillar inner panel 161 of the center pillar 5 is formed as a thinportion 171 which makes a plate thickness of the rib 165 thin.

Accordingly, with the above structure of the third embodiment, in theevent that the pressing impact load F1 exceeding a predetermined value(e.g., 900 kg if a head weight of the passenger is 4.5 kg and acollision speed is 200 G) is applied to the pillar garnish molding 163from the cabin 25 side owing to secondary collision of the passenger orthe like, the molding main body 145 of the pillar garnish molding 163 ismoved by the pressing impact load F1, so that the plurality of ribs 165which are formed to project from the back surface of the molding mainbody 145, i.e., formed on the center pillar 5 vertically may collidewith the center pillar inner panel 161 of the center pillar 5. At thistime, since the ribs 165 of the pillar garnish molding 163 are torn onthe projection portion 169 formed on the corner portion 167 of thecenter pillar inner panel 161 from the thin potions 171 as a startingpoint in the lateral direction in FIG. 13 (longitudinal direction of thecenter pillar 5 of the car), energy absorption efficiency of head impactdeceleration G can be remarkably improved.

Further, a small dimension may be utilized as a width of the centerpillar 5 because a large stroke is not needed to absorb impact energy.

Furthermore, since the projection portion 169 of the center pillar innerpanel 161 is formed on the corner portion 167 of the center pillar innerpanel 161, the center pillar inner panel 161 can be readily formed.

As discussed earlier, the third embodiment of the present invention canachieve a practical advantage such that the car body structure can beprovided which has improved energy absorption efficiency of head impactdeceleration and is excellent in formability even if the width of thepillar panel is made small.

Fourth Embodiment

FIGS. 15 and 16 show a car body structure according to a fourthembodiment of the present invention.

As shown in FIGS. 15 and 16, for example, peripheral portions 21a, 21bof a center pillar outer panel 21 and peripheral portions 23a, 23b of acenter pillar inner panel 23 are jointed together in the lateralsectional structure of the center pillar 5 of the car such that thecenter pillar outer panel 21 and the center pillar inner panel 23constitute a closed sectional structure. A center pillar garnish molding241 made of synthetic resin, for example, and serving as a "pillargarnish molding" is fitted to the center pillar inner panel 23, i.e., tothe cabin 25 side.

As shown in FIGS. 15 and 16, the center pillar garnish molding 241comprises a molding main body 243 which opposes to the center pillarinner panel 23 of the center pillar 5, and a plurality of ribs 245, 245,. . . which are formed upright in the surface of the molding main body243 and spaced apart from each other along the longitudinal direction ofthe center pillar 5. As shown in FIG. 17, a foot 249 is formed on a freeedge of the rib 245 such that it is in contact with the surface of thecenter pillar inner panel 23 of the center pillar 5 and it is out of anaxis 247 of the rib 245 toward one direction only. Longitudinal sideedge portions 243a of the molding main body 243 are fitted into lips 33aof a welt 33 which is engaged and supported by jointed edge portions21a, 21b, 23a, 23b on the center pillar 5 side.

The molding main body 243 and the ribs 245 of the pillar garnish molding241 are formed as one body. The foot 249 is formed to have an L-shapedsectional shape with respect to the axis 247 of the rib 245.

With the above structure of the fourth embodiment, as shown in FIG. 17,in case the pressing impact load F1 in excess of a predetermined value(e.g., 900 kg if a head weight of the passenger is 4.5 kg and acollision speed is 200 G) is applied to the pillar garnish molding 241from the cabin 25 side because of secondary collision of the passengeror the like, initial reaction indicated by 257 in FIG. 18A is firstgenerated by the ribs 245 in response to the pressing impact load F1.

Then, as shown in FIG. 18B, reaction indicated by 261 is generated untilbuckling of the ribs 245 of the pillar garnish molding 241 is causedagainst the molding main body 243 of the pillar garnish molding 241.

If the pressing impact load F1 is further applied, then the feet 249 ofthe ribs 245 of the pillar garnish molding 241 slide on the surface ofthe center pillar inner panel 23 of the center pillar 5 such that, asshown in FIG. 19, the feet 249 are moved to be more significantly out ofthe axis 247, and the ribs 245 are bent about their feet 249. As aresult, as shown in FIG. 20, the ribs 245 which being not completelycrushed can be reduced and therefore reaction indicated by 261 can bedecreased.

Subsequently, if the pressing impact load F1 is still further applied tothe molding main body 243 of the pillar garnish molding 241, then thefeet 249 of the ribs 245 slide much more on the surface of the centerpillar inner panel 23 of the center pillar 5. For this reason, as shownin FIG. 21, the ribs 245 can be buckled down completely until they comefully into contact with the surface of the center pillar inner panel 23of the center pillar 5, so that crushing stroke of the ribs 245 can besufficiently assured In addition, when the molding main body 243 bumpsagainst the center pillar inner panel 23 of the center pillar 5,reaction indicated by 263 is produced by the center pillar inner panel223. Therefore, as shown in FIG. 22, two peaks of reaction appear in theenergy absorption waveform of head impact deceleration G.

Such a car body structure can be provided that a dimension of width ofthe center pillar 5 may be reduced since a large stroke is not requiredfor impact energy absorption.

Further, a pressing impact load resistant value can be controlled as adesign value by adjusting an interval between the ribs 245, 245.

As described above, the fourth embodiment of the present invention canachieve a practical advantage such that the car body structure can beprovided which has improved energy absorption efficiency of head impactdeceleration and is excellent in formability even if the width of thepillar panel is made small.

Fifth Embodiment

FIGS. 23 and 24 show an upper body structure of a car according to afifth embodiment of the present invention.

As shown in FIG. 24, for example, peripheral portions 21a, 21b of afront pillar outer panel 21 and peripheral portions 23a, 23b of a frontpillar inner panel 23 are jointed together in the lateral sectionalstructure of the front pillar 3 of the car such that the front pillarouter panel 21 and the front pillar inner panel 23 constitute a closedsectional structure. A front pillar garnish molding 341 made ofsynthetic resin, for example, and serving as a "pillar garnish molding"is fitted to the front pillar inner panel 23, i.e., to the cabin 25side.

As shown in FIGS. 23 and 24, the front pillar garnish molding 341comprises a molding main body 343 which extends along the front pillar 3and has a substantially U-shaped sectional shape, and ribs 345 which areformed on the rear surface of the molding main body 343, i.e., on thefront pillar inner panel 23 side of the front pillar 3. Longitudinal("lateral" in FIG. 23) side edge portions 343a of the molding main body343 are fitted into rear lips 33a of an edge welt 33 which coversjointed edge portions 21a, 21b, 23a, 23b on the front pillar 3 side.

The ribs 345 comprise a plurality of first ribs 347, 347, . . . whichare formed to be projected upright from the back surface of the moldingmain body 343 and spanned between both side edge portions 343a, 343a ofthe molding main body 343 in the lateral direction and separatedintermittently at a distance in the longitudinal direction, and aplurality of second ribs 349, 349, . . . which are formed in parallelwith the side edge portions 343a, 343a in the longitudinal direction ofthe molding main body 343 and separated intermittently at a distance inthe lateral direction (lateral direction in FIG. 23).

The front pillar inner panel 23 of the front pillar 3 is formed to havea cabin opposing surface portion 351 which opposes to the cabin 25, andvertical side surface portions 355 which are connected to the cabinopposing surface portion 351 at a substantially right angle via cornerportions 353 respectively.

For the second ribs 349 of the ribs 345 of the pillar garnish molding341, free edge portions 363, 363 are formed so as to oppose to thecorner portions 353, 353 of the front pillar inner panel 23, and alateral distance between the free edge portions 363, 363 is slightlynarrowed rather than a lateral distance between base portions 361, 361of the molding main body 343 so as to contact the corner portions 353,353 if the molding main body 343 is thrust by the pressing impact loadF1.

With the above structure of the fifth embodiment, as shown in FIG. 24,in case the pressing impact load F1 in excess of a predetermined value(e.g., 900 kg if a head weight of the passenger is 4.5 kg and acollision speed is 200 G) is applied to the pillar garnish molding 341from the cabin 25 side due to secondary collision of the passenger orthe like, initial reaction indicated by 357 in FIGS. 25A and 25B isfirst generated by the ribs 345 because the free edge portions 363 ofthe second ribs 349 collide with the corner portions 353 of the frontpillar inner panel 23 of the front pillar 3 in response to the pressingimpact load F1.

Then, as shown in FIG. 26, if the pressing impact load F1 is furtherapplied to the molding main body 343 of the front pillar garnish molding341, buckling 359 of the first ribs 347 of the ribs 345 is caused, thedistance between the free edge portions 363, 363 of the second ribs 349,349 is spread according to the corner portions 353, 353 of the frontpillar inner panel 23.

Subsequently, as shown in FIG. 27, since the second ribs 349, 349 of theribs 345 of the pillar garnish molding 341 slide on the vertical sidesurfaces 355 of the front pillar inner panel 23 of the front pillar 3,the initial reaction 357 is attenuated.

Further, as shown in FIG. 28, if the pressing impact load F1 is furtherapplied, then buckling 359 of the molding main body 343 is caused.Therefore, since the molding main body 343 abuts on the cabin opposingsurface portion 351 of the front pillar inner panel 23 (yield load isindicated by 358 in FIG. 29), two peaks appear in the energy absorptionwaveform of head impact deceleration G, as shown in FIG. 29. As aresult, a crushing stroke of the pillar garnish molding 341 can besufficiently assured.

Further, since a large stroke is not required for impact energyabsorption, such a car body structure can be provided that a dimensionof width of the center pillar 5 may be reduced.

Furthermore, a pressing impact load resistant value can be controlled asa design value by adjusting respective intervals between the first ribs347, 347 and the second ribs 349, 349 of the ribs 345.

Since the second ribs 349 of the ribs 345 are formed so as to abut onthe corner portions 353 of the front pillar inner panel 23 of the frontpillar 3, the pillar garnish molding 341 can absorb the pressing impactload F1 effectively even if the pressing impact load F1 is applied fromeither front or rear direction against the pillar garnish molding 341.

As described above, the fourth embodiment of the present invention canachieve a practical advantage such that the car body structure can beprovided which has improved energy absorption efficiency of head impactdeceleration and is excellent in formability even if the width of thepillar panel is made small.

Various modifications will become possible for those skilled in the artafter receiving the teachings of the present disclosure withoutdeparting from the scope thereof.

What is claimed is:
 1. A car body structure comprising:a pillar panelconsisting of an outer panel and an inner panel, the inner panel havinga projecting portion; and a pillar garnish molding made of syntheticresin spaced from and attached to the inner panel, the pillar garnishmolding having a rib that extends outwardly from the pillar garnishmolding toward the inner panel, the rib having a weak point, which isaligned in an impact load direction with the projection, wherein theweak point is adapted to contact the projection portion and tear when animpact load in excess of a predetermined value is applied to the pillargarnish molding.
 2. A car body structure according to claim 1, whereinthe weak point comprises a reduced thickness portion of the rib.
 3. Acar body structure according to claim 1, wherein said projection portionis formed at a corner of said inner panel.
 4. A body structure of avehicle, comprising:a longitudinal pillar panel having a cabin opposingsurface portion and a vertical side surface portion angled from thecabin opposing surface portion, the cabin opposing surface portionfacing a cabin of the vehicle, the longitudinal pillar panel having aprojection formed by at least one of the cabin opposing surface portionand the vertical side surface portion; and a longitudinal pillar garnishmolding connected to a cabin side of the pillar panel, wherein thepillar garnish molding comprises a molding main body and a rib, whereinthe rib extends outwardly from a surface of the main molding body towardthe cabin opposing surface portion, wherein the rib is adapted tocontact at least the projection, wherein the rib has a weak point facingthe projection, the weak point being adapted to tear upon impact withthe projection.
 5. A car body structure according to claim 4, whereinthe projection comprises a corner portion formed by the vertical sidesurface portion connecting to the cabin opposing surface portion at asubstantially right angle.
 6. A car body structure according to claim 4,wherein the cabin opposing surface portion is angled to form asubstantially V-shape, the projection comprising an apex of the V-shape.7. A car body structure according to claim 5, wherein the main moldingbody has a plurality of ribs spaced along the longitudinal direction ofthe molding, and is substantially U-shaped, having two sides angled froma central portion thereof, each of the ribs having a main rib portionconnecting the sides of the main molding body and a side rib portionextending further outwardly from the central portion and extending fromone side of the main molding body toward the vertical side portion ofthe pillar panel, wherein the side rib portion is adapted to contact thevertical side portion of the pillar panel when a load is applied to theone side of the main molding body.
 8. A car body structure according toclaim 7, wherein the main rib portion connects the side rib portion at asubstantially right angle.
 9. A car body structure according to claim 8,wherein the corner portion of the pillar panel is positioned opposite acorner of the rib formed by the main and side rib portions.
 10. A carbody structure of a vehicle, comprising:a longitudinal pillar panelhaving a cabin opposing surface portion and a vertical side surfaceportion angled from the cabin opposing surface portion, the cabinopposing surface portion facing a cabin of the vehicle, the longitudinalpillar panel having a projection formed by at least one of the cabinopposing surface portion and the vertical side surface portion; and alongitudinal pillar garnish molding connected to a cabin side of thepillar panel, wherein the pillar garnish molding comprises a moldingmain body with a plurality of ribs spaced along the longitudinaldirection of the molding, the molding main body facing the pillar panel,wherein the ribs extend outwardly from a surface of the main moldingbody toward the cabin opposing surface portion, wherein each of the ribsis adapted to contact at least the projection, wherein each of the ribshas a tear portion adapted to tear upon impact with the projection whena pressing load in excess of a predetermined value, in a directionsubstantially perpendicular to the cabin opposing surface portion, isapplied to the molding main body, wherein the projection comprises acorner portion formed by the vertical side surface portion connecting tothe cabin opposing surface portion at a substantially right angle,wherein the main molding body is substantially U-shaped, having twosides angled from a central portion thereof, each of the ribs having amain rib portion connecting the sides of the main molding body and aside rib portion extending further outwardly from the central portionand extending from one side of the main molding body toward the verticalside portion of the pillar panel, wherein the side rib portion isadapted to contact the vertical side portion of the pillar panel when aload is applied to the one side of the main molding body, wherein themain rib portion connects the side rib portion at a substantially rightangle, wherein the corner portion of the pillar panel is positionedopposite a corner of the rib formed by the main and side rib portions,and wherein each tear portion comprises a reduced thickness portion ofthe respective rib formed adjacent to the side rib portion thereof. 11.A body structure of a vehicle, comprising:a longitudinal pillar panelhaving a cabin opposing surface portion and a vertical side surfaceportion, the cabin opposing surface portion opposing a cabin of thevehicle, the vertical side surface portion connecting to the cabinopposing surface portion via a corner portion at a substantially rightangle; and a longitudinal pillar garnish molding fitted to a cabin sideof the pillar panel, wherein the pillar garnish molding comprises amolding main body and a rib, wherein the rib extends outwardly from asurface of the main molding body toward the cabin opposing surfaceportion, wherein the rib has a weak portion facing the corner andadapted to tear upon impact with the corner.
 12. A car body structureaccording to claim 11, wherein the main molding body has a plurality ofribs spaced along the longitudinal direction of the molding, and issubstantially U-shaped, having two sides angled from a central portionthereof, each of the ribs having a main rib portion connecting the sidesof the main molding body and a side rib portion extending furtheroutwardly from the central portion and extending from one side of themain molding body toward the vertical side portion of the pillar panel,wherein the side rib portion is adapted to contact the vertical sideportion of the pillar panel when a load is applied to the one side ofthe main molding body.
 13. A car body structure according to claim 12,wherein the free edge portion of the main rib portion connects the freeedge portion of the side rib portion via a rib corner portion at asubstantially right angle.
 14. A car body structure according to claim13, wherein the rib corner portion is situated adjacent to the cornerportion of the pillar panel.
 15. A car body structure according to claim11, wherein the rib is substantially L-shaped, defined by a main ribportion thereof extending substantially perpendicular to a side ribportion thereof.
 16. A car body structure according to claim 15, whereinthe side rib portion extends toward the vertical side portion of thepillar panel from one side of the main molding body and is adapted tocontact the vertical side portion of the pillar panel when a load isapplied to the one side of the main molding body.
 17. A car bodystructure according to claim 16, wherein the tear portion is formedbetween the main and side rib portions so that the side rib portion isadapted to become detached from the main rib portion and allow the mainmolding body to move toward the cabin opposing surface portion.
 18. Acar body structure of a vehicle, comprising:a longitudinal pillar panelhaving a cabin opposing surface portion and a vertical side surfaceportion, the cabin opposing surface portion opposing a cabin of thevehicle, the vertical side surface portion connecting to the cabinopposing surface portion via a corner portion at a substantially rightangle; and a longitudinal pillar garnish molding fitted to a cabin sideof the pillar panel, wherein the pillar garnish molding comprises amolding main body with a plurality of ribs spaced along the longitudinaldirection of the molding, the molding main body facing the pillar panel,wherein the ribs extend outwardly from a surface of the main moldingbody toward the cabin opposing surface portion, wherein each of the ribshas a tear portion adapted to tear upon impact with the corner when apressing load in excess of a predetermined value, in a directionsubstantially perpendicular to the cabin opposing surface portion, isapplied to the molding main body, wherein each of the rib issubstantially L-shaped, defined by a main rib portion thereof extendingsubstantially perpendicular to a side rib portion thereof, wherein theside rib portion extends toward the vertical side portion of the pillarpanel from one side of the main molding body and is adapted to contactthe vertical side portion of the pillar panel when a load is applied tothe one side of the main molding body, wherein the tear portion isformed between the main and side rib portions so that the side ribportion is adapted to detach from the main rib portion and allow themain molding body to move toward the cabin opposing surface portion, andwherein the tear portion comprises a reduced thickness portion of therespective ribs which connects the main rib portion and the side ribportion thereof.
 19. A car body structure according to claim 1, whereinthe weak point comprises a reduced cross section portion of the rib. 20.A car body structure according to claim 4, wherein the main molding bodyhas a plurality of said ribs spaced apart in the longitudinal directionof the molding and arranged parallel with each other.
 21. A bodystructure according to claim 11, wherein the main molding body has aplurality of said ribs spaced apart in the longitudinal direction of themolding and arranged parallel with each other.
 22. A body structure of avehicle, comprising:a pillar panel having an inner panel facing avehicle cabin and an outer panel facing an outer side of the vehiclecabin, the inner panel having a projecting portion facing the vehiclecabin; and a pillar garnish molding made of synthetic resin and attachedto and opposing the inner panel, the pillar garnish molding having a ribextending from the pillar garnish molding toward the inner panel, therib having a reduced cross section portion opposing the projectionportion, wherein the inner panel has a first wall extending toward thevehicle cabin and a second wall extending from the vertical wall at aright angle, the projection portion comprising a corner formed by thefirst and second walls, and wherein the reduced cross section portionhas a portion that is parallel with the first wall, and is adapted tocontact the corner and tear upon a predetermined impact applied to thegarnish molding.
 23. A body structure of a vehicle, comprising:alongitudinal pillar panel having a first wall and a second wall angledfrom the first wall, the longitudinal pillar panel having a projectionformed by the first wall intersecting the second wall; and alongitudinal pillar garnish molding connected to the pillar panel andarranged to face a vehicle cabin, the pillar garnish molding having alongitudinal molding main body with opposing side walls, and a ribextending between the side walls and extending toward the longitudinalpillar panel, wherein the rib has a weak portion, which is aligned withthe projection in an impact load direction, the projection being adaptedto protrude into the weak portion and tear the rib to absorb impactenergy.